Vehicle and equipment transport vehicle

ABSTRACT

The present invention is directed to a specialized truck bed wherein the bed is divided into two areas or deck sections connected by a transverse hinge. The invention is also directed to a winch system for use on a vehicle. The invention is further directed to an improved locking post or post assembly for use with the specialized truck bed of the present invention.

This application is a continuation-in-part of co-pending application Ser. No. 09/818,446 filed Dec. 27, 2001 which claims the benefit of provisional application 60/192,961 filed Mar. 29, 2000.

BACKGROUND OF THE INVENTION

The present invention relates to truck beds for automobile and equipment delivery, and more specifically to a truck bed which is divided into two areas and connected by a hinge. Even more specifically, the present invention is directed to such a truck bed with an improved post assembly or locking post design.

Distributors of construction related rental equipment are daily confronted with the task of reducing the cost of single unit equipment delivery to the end user. Many are forced to use large tractors and trailers or heavy duty trucks equipped with roll back beds, which have been purchased to haul the bulkiest equipment in their rental fleets, for delivery of very small units. This has made the single delivery of a small unit very costly to the distributor since he cannot pass on the full expense to his customer. To reduce costs, the distributor will sometimes load a large trailer with a number of pieces of equipment, each destined for delivery to a different site. By following this practice, only one customer will receive his order in a timely fashion. The rest will have to wait.

An alternative method requires that the distributor own one or several small trailers towed by heavy duty pick-up trucks to make these deliveries. Even a small truck-trailer combination is quite long and difficult to maneuver for all but a skilled operator, especially in crowded city traffic. Delivery on muddy construction sites with such truck-trailer combinations is extremely difficult, especially when backing up to a drop off site is required.

The present invention is intended to overcome these shortcomings.

SUMMARY OF THE INVENTION

The present invention is directed to a specialized truck bed wherein the bed is divided into two areas or decks connected by a transverse hinge.

In one embodiment of the present invention, each deck section of the bed is constructed in an arch. The result is a light weight bed of great strength without need for a number of heavy gauge cross pieces as is typical in conventional flat bed design. An additional benefit of this design is that the resultant lowered center of gravity of both the bed and the load provides improved handling and a sense of greater stability for the driver.

In another embodiment, when in the travel position, the arch of the rear deck is slightly higher than that of the front. The benefit of this feature is that no significant hump occurs at the hinge line when the rear deck is lowered for ground loading and unloading. This allows very easy loading of any equipment with low ground clearance without fear of bottoming out on the hinge when crossing from the rear to the front portion of the deck.

In another embodiment, the rear deck-ramp combination of the present invention creates a very gentle grade, low enough to allow most powered equipment to readily climb onto the deck without assistance from a winch, thus reducing the cost of loading by saving time and labor.

In still yet another embodiment, the front deck portion is firmly fixed to the truck frame with conventional “U” bolts and shear plates. In the travel position, the hinge mounted rear deck is carried on two posts whose top ends are mounted to the deck frame while the slotted bottom end rests in truck frame mounted pins. The rear deck can be moved through an arc by a frame mounted elevating device such as an air or hydraulic cylinder, or by a powered screw. Ideally, the elevating device does not carry any load while the bed is in the travel position. This movement allows the rear deck to be raised for loading and unloading to an elevated dock, or lowered for loading and unloading directly to the ground. The rear deck also has a storage apparatus for ramps. These are used as a length addition to the lowered rear deck for ground loading and unloading. The rear deck-ramp combination creates a very gentle grade, low enough to allow most powered equipment to readily climb onto the deck without assistance from a winch, thus saving labor and time in loading the truck bed.

In a further embodiment, the truck bed has a winch which can be fitted to a cross tube assembly at the front of the deck. This tube assembly has a number of equally spaced slots along its front edge to engage a shot pin on the winch carrier for locking the winch against sideways movement when it is being used to assist in loading. This locking feature is especially beneficial when loading narrow equipment where two or more can be loaded side by side. In those cases, the movable winch can be positioned so that its cable will pull each piece of equipment onto the deck in a straight line. The present invention also encompasses this winch in other types of truck beds.

In still a further embodiment, the bed is fitted with numerous chain hold down points across the front and back, and along both sides.

In yet another embodiment of the present invention, the truck bed of the present invention has an improved and simplified post assembly or locking post design. This improved post assembly reduces the cost of the post assembly in the embodiments described above. In a further embodiment, the post assembly is provided with a notched dock lock to support the rear deck of the truck bed at a height convenient for loading or unloading equipment from a commercial truck dock.

BRIEF DESCRIPTION OF THE DRAWINGS

In describing the preferred embodiments, reference is made to the accompanying drawings wherein:

FIG. 1 shows an unloaded truck with the truck bed of the present invention in a travel position.

FIG. 2 shows ramps lowered to the ground from the storage area in the rear bed portion of the truck bed of the present invention.

FIG. 3A shows the lip of the door to the storage area of the rear bed portion of the truck bed supporting a hook end of a ramp.

FIG. 3B shows the access door of the rear bed portion of the truck bed closed and securely locking the hook end of the ramp against removal or disengagement during loading.

FIG. 4 shows the ramps positioned laterally from a central storage position and being securely locked and ready for loading.

FIG. 5 shows the truck bed and ramp combination of the present invention with the truck bed partially lowered where, for example, it is mounted to a truck with a voided air suspension.

FIG. 6A shows the rear portion of the truck bed further lowered around its central hinge to a preferred loading position.

FIG. 6B shows a higher perspective view of the truck bed at FIG. 6A.

FIG. 7 shows the rear portion of the truck bed in its travel position supported on a two-post assembly.

FIG. 7A shows the post assembly of FIG. 7 in greater detail.

FIG. 7B shows an oblique view of the truck bed in its travel position supported on the two-post assembly.

FIG. 7C and 7D shows the latch of the post assembly in the closed and open positions.

FIGS. 8A-8D show in detail each of the elements of the two-post assembly and an elevating mechanism of an embodiment of the present invention in a step by step sequence.

FIG. 9A shows a winch carrier and winch of an embodiment of the present invention in the middle of the truck bed.

FIG. 9B shows the winch carrier and winch on the left side of the truck bed.

FIG. 9C shows the winch carrier and winch on the right side of the truck bed.

FIG. 9D shows a cross section of the winch carrier in the locked position.

FIG. 9E shows a cross section of the winch carrier in the unlocked position.

FIG. 10A shows the improved post assembly and dock lock in a travel position.

FIG. 10B shows the improved post assembly and dock lock of FIG. 10A with the rear deck of the truck bed in a lowered position.

FIG. 10C shows the post assembly and dock lock of FIG. 10A with the truck deck in an elevated position ready for loading or unloading from a commercial truck dock.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

In the accompanying drawings, FIG. 1 shows an unloaded truck 10 with a truck frame 11 and a truck bed 12 of the present invention in a travel position. The truck bed 12 has a front deck portion 14 and a rear deck portion 16. In a preferred embodiment, the front deck portion 14 and the rear deck portion 16 are each constructed in the form of an arch, as shown in FIGS. 1, 2, 4, 5, 6 and 7. In a further preferred embodiment, when in the travel position, the arch of the rear deck portion 16 is slightly higher than that of the front bed portion 14. A transverse hinge 18 preferably connects the front deck portion 14 and the rear bed portion 16.

Preferably, the front deck portion 14 is firmly fixed to the truck frame 11. This connection can be made with, but is not limited to, “U” bolts and shear plates. In the travel position, the hinge mounted rear deck 16 is preferably carried on a two-post assembly 40 whose top ends are pinned to cross beam assembly 41 at 42. The closed latch 44 of the two-post assembly 40 rest on pin 64 in a frame mounted cross beam 60 shown in FIG. 7 and detailed in FIGS. 7A-7D and 8A-8D.

As shown in FIGS. 6A and 6B, the rear deck 16 can be moved through an arc about transverse hinge 18 by a frame mounted elevating device, such as, for example but not limited to, an air bag 62 or a hydraulic cylinder or powered screw. Preferably, the elevating device will not carry a load while the bed 12 is in the travel position. This is accomplished by carrying the load on the two-post assembly 40. The arc movement allows the rear portion 16 of the bed 12 to be either (1) raised for loading and unloading to an elevated dock, or (2) lowered for loading and unloading directly to the ground as shown in FIGS. 6A and 6B.

The bed is fitted with numerous chain hold-down points across the front and back, and along both sides. An optional winch (as shown in FIGS. 9A-9E) can be fitted to the cross tube assembly (shown in FIG. 6B) at the front of the deck to assist the loading of equipment which is either unpowered or without sufficient power to climb the ramps. Preferably, the tube assembly has a number of equally spaced slots 37 along its front edge to engage a shot pin on the winch carrier for locking the winch against sideways movement when it is being used to assist in loading. This locking feature is useful when loading narrow equipment so that two or more can be loaded side by side. In those cases, the movable winch can be positioned so that it can pull each piece of equipment in a straight line. The winch can also be used with standard truck beds or in other vehicles.

In another embodiment of the present invention, the rear deck 16 has a storage area 20 for storing or holding ramps. These ramps are used as a length addition to the lowered bed for ground loading and unloading. FIG. 2 shows a ramp access door 30 open with one ramp 22 out and lowered to the ground, and another ramp 24 partially removed. The ramps 22 and 24 and the deck 16 are joined when the ramp access door 30 is closed so that the ramps are locked against accidental removal, yet are free to be adjusted sideways to accommodate varying wheel widths (see FIGS. 4, 5, 6A and 6B).

In another embodiment, the free end 26 of the ramp 22 can be grasped and pulled completely from the storage area 20 until the upper hooked end 28 of the ramp stops automatically against an upturned lip of access door 30, as shown in FIG. 3A. The free end is then lowered to the ground. When the ramps have been extracted, the access door 30 is closed by the latching mechanism 21. This effectively locks the ramps to the rear of the truck bed preventing accidental removal, yet allows them to be freely positioned laterally to accommodate varying wheel widths of the equipment that will be loaded. Preferably, the ramps are removed from their storage area 20 prior to fully lowering the rear deck 16 to the desired loading position as shown in FIGS. 6A and 6B. This is advantageous so as to provide room for the rear end of the truck frame 11, which will occupy part of the ramp storage area 20.

In another preferred embodiment of the present invention, the truck bed 12 is mounted on a truck 10 equipped with a rear axle air suspension. FIG. 5 shows the truck bed-ramp 32 combination in a partially lowered position wherein the air bags of the suspension have been vented, thus lowering the frame 11 at the rear axle approximately 4 to 5 inches.

FIG. 6A shows an embodiment of the truck bed 12-ramp 22 combination in a position to load equipment. In this drawing, the rear deck 16 has been lowered to a solid stop when the preferred air bag 62 of the frame mounted elevating apparatus has been vented. FIG. 6B shows the same view as FIG. 6A, but from a slightly higher perspective so that the transverse hinge 18 across the center of the bed 12 and the notched front cross tube 36 and the notches 37 are clearly shown.

In another embodiment of the present invention, the rear portion of the truck bed 16 is held in the travel position by a two-post assembly 40 whose top ends are pinned to the deck cross beam 41 at 42, while the closed latch 44 rest on pin 64 in a truck frame cross beam 60.

Referring to FIGS. 7A, 7C and 7D, the elements of the post assembly 40 of an embodiment of the present invention are described in detail. The latch assembly 44 is pivotally mounted to post weldment by pin 46. When its operating airbag 54 is vented, it is biased to the closed position (see FIG. 7C) by spring 50 moving on rod 48 which is threaded to pin 47 and is freely axially movable through pin 49. Rotational movement of the latch 44 is stopped when its tip abuts plate 52. When the airbag 54 is inflated, the latch 44 opens by rotating around pin 46 while compressing spring 50 on rod 48 (see FIG. 7D).

FIGS. 8A through 8D are side views of the two-post assembly 40 together with the truck bed cross frame 41, the truck frame cross beam 60, and the preferred air bag elevating actuator 62. In FIG. 8A, the two-post assembly 40 is shown in the travel position with the bottom face of the latch 44 resting on frame pin 64, and with airbags 54 and 62 vented. In FIG. 8B, airbag 62 is partially inflated thus lifting the deck and the post assemblies 40 so that the bottom face of the latch 44 no longer rests on frame pin 64. In FIG. 8C, airbag 54 has been pressurized causing latch 44 to pivot on pin 46 so that its tip is rotated away from the slot in post assembly 40. In FIG. 8D, airbag 54 remains pressurized while airbag 62 is venting, allowing the rear deck 16 to lower fully. At this point, airbag 54 may be vented allowing latch 44 to close. When elevating the rear deck 16 by pressurizing airbag 62, the post assembly 40 moves upward. When the top face of the latch 44 strikes the bottom side of the frame pin 64, the latch will rotate toward its open position while staying biased against pin 64 due to the compression of spring 50. When the deck has been elevated high enough so that the bottom tip of the latch 44 has cleared the top of pin 64, it will automatically spring shut. At this point, airbag 62 is vented, thus lowering the deck to its traveling position.

A further embodiment of the present invention is directed to a winch system with a winch 70 as shown in FIG. 9A. Such a winch system can be used with the truck bed of the present invention or on other types of vehicles and truck beds and is not limited to the location shown in the figure. In FIG. 9A, the winch system is shown with the winch in a locked position in the center of the bed ready to deploy the winch cable 80 for pulling equipment up the ramps 22, 24 onto the truck bed 12 when the rear deck portion 16 has been lowered and the ramps have been deployed. Handle 72 is shown in horizontal position. As a result, the locking pin 76 (see FIGS. 9D and 9E), which is pivotally attached to handle 72 by cross point 73, is biased down into one of the notches 37 by an internal spring 77 positioned inside tube 78. This biasing action also pulls handle 72 firmly against pins 74 and 75.

FIG. 9B shows another embodiment of the winch system and winch 70 positioned along the front winch carrier tube 36 to the left of center, and locked in any of the notches 37 to prevent sideways movement while loading equipment. In practice, the handle 72 can be grasped and pulled down so that it rotates around pin 74 thus pulling the locking pin 76 from notch 37 freeing the winch carrier for movement to the left.

FIG. 9C shows another embodiment of the winch system wherein the winch is positioned to the right of center.

FIGS. 9D and 9E show the relationship of the details of the handle 72, cross pin 73, pins 74 and 75, locking pin 76, spring 77, and tube 78.

FIGS. 10A-10C illustrated a further embodiment of the present invention. This embodiment is directed to an improved locking post or post assembly which replaces the post assemblies 40 in the prior embodiments. This embodiment will still include the main airbag 62 (not shown in FIGS. 10A-10C) for raising and lowering the truck bed. One or more of these post assemblies can be located at the rear of a truck.

FIG. 10A illustrates the improved post assembly 110 when the rear deck 16 of the truck bed is in a travel position. Post assembly 110 includes a groove or notch 112 located at the lower end of the locking post. When in the travel position, notch 112 is fit around a locking pin 114 which is attached to the truck frame. An air bag 116 and spring 118 are also shown in FIG. 10A. Post assembly 110 is biased shut on locking pin 114 by spring 118. Further, as shown in FIG. 10B, air bag 116 is used for pushing post assembly 110 away from locking pin 114 when it is desired to lower the rear deck, e.g. for unloading or loading something onto the truck bed. Dock lock 120 is shown in the stored position in this figure.

FIG. 10B illustrates the post assembly of FIG. 10A when the rear deck 16 is in the lowered position. In this position, air bag 116 causes post assembly 110 to swing away from locking pin 114 to free the rear deck so it can be lowered. Locking pin 114 then moves out of notch 112 and slides upward as deck 16 is lowered. As shown in FIG. 10B, dock lock 120 is held in place by a spring biased linkage 122

FIG. 10C illustrates the rear deck 16 being raised to height for loading or unloading from a commercial truck dock. To elevate the deck, post assembly 110 is swung loose from locking pin 114 in the same manner as described above for FIG. 10B. The main airbag (62 in prior figures) is further inflated causing rear deck 16 to rotate upward. Linkage 122 holding dock lock 120 is released, allowing dock lock 120 to rotate down against locking pin 114. In practice, preferably rear deck 16 is rotated upward until its rear edge is slightly above the level of the dock. Pressure in the main airbag is released, allowing the appropriate notch 124 to engage locking pin 114, and thus firmly holding the rear deck at or near dock height, in a ready position for loading or unloading the truck. To return the rear deck from dock height to a travel position, the main airbag is inflated enough to free dock lock 120 from locking pin 114. Dock lock 120 is then rotated into travel position by linkage 122. The main airbag is vented allowing the rear deck to rotate downward. The angled surface of post assembly 110 below notch 112 encounters locking pin 114, causing the locking post to swing back under spring pressure. As notch 112 comes in line with locking pin 114, post assembly 110 swings shut under spring pressure, thus locking the rear deck in its travel position.

This description has been offered for illustrative purposes only and is not intended to limit the invention of this application which is defined in the claims below. 

1-2. (canceled)
 3. A vehicle or equipment transport vehicle comprising: (a) a plurality of spaced apart and generally coaxial wheels overlying a traveling surface; (b) a bed overlying the wheels and comprising an elongate deck having an outer equipment or vehicle supporting surface with a portion of the deck being displaceable relative to the traveling surface between (1) an equipment or vehicle travel position for equipment or vehicle transport where the deck is spaced a first distance from the traveling surface, and (2) an equipment or vehicle loading position where the deck is spaced a second distance from the traveling surface that is closer to the traveling surface than when located in the travel position; and (c) a deck displacement drive assembly in operable cooperation with the deck for displacing the displaceable deck portion toward one of the travel and loading positions.
 4. The transport vehicle of claim 3 wherein a part of the displaceable deck portion overlies the wheels and wherein the deck displacement drive assembly cooperates with the displaceable deck portion in rotationally displacing the displaceable deck portion without substantial translation between the travel position and the loading position such that deck displacement toward the travel position moves the wheel-overlying part of the displaceable deck portion away from the wheels and deck displacement toward the loading position moves the wheel-overlying part of the displaceable deck portion toward the wheels.
 5. The transport vehicle of claim 4 wherein the deck comprises an angled deck section where one part of the outer equipment or vehicle supporting surface of the angled deck section is angled relative to another part of the outer equipment or vehicle supporting surface of the angled deck section with the angled deck section being angled where it prevents vehicle bottoming on the deck during vehicle loading when the displaceable deck portion is located in the loading position.
 6. The transport vehicle of claim 5 wherein the displaceable deck portion comprises the angled deck section.
 7. The transport vehicle of claim 5 wherein the angled deck section is convexly curved in a lengthwise direction relative to the deck.
 8. The transport vehicle of claim 5 further comprising a fixed rotary joint operatively connected to the displaceable deck portion enabling rotation of the displaceable deck portion but opposing substantial translation of the displaceable deck portion by preventing the displaceable deck portion from moving in a direction away from the rotary joint during rotation of the displaceable deck portion.
 9. The transport vehicle of claim 8 further comprising a vehicle frame and wherein the fixed rotary joint comprises a pivot grounded to the frame.
 10. The transport vehicle of claim 9 wherein (i) the deck is comprised of a plurality of deck segments with one of the deck segments fixed to the vehicle frame and another one of the deck segments being located rearwardly of the one of the deck segments and comprising the displaceable deck portion, and (ii) the pivot has an axis of rotation extending transversely relative to a lengthwise direction of the bed.
 11. The transport vehicle of claim 10 wherein the pivot comprises an elongate hinge that extends generally transversely relative to a lengthwise direction of the bed.
 12. The transport vehicle of claim 4 wherein the deck displacement drive assembly comprises (i) a drive actuator disposed in operable cooperation with the displaceable deck portion and being capable of displacing the displaceable deck portion when actuated, and (ii) a latch assembly having a deck-locking position enabling releasable locking of the deck preventing deck displacement when locked.
 13. The transport vehicle of claim 12 wherein the latch assembly comprises (i) a pivotable latch link that is movable between a releasable latched position capable of locking the displaceable deck portion and an unlatched position enabling displacement of the displaceable deck portion, and (ii) a latch actuator that cooperates with the pivotable latch link to move the pivotable latch link when the latch actuator is actuated.
 14. The transport vehicle of claim 13 wherein the pivotable latch link comprises an elongate post that is operably pivotally connected to the displaceable deck portion and movable between the releasable latched position, locking the displaceable deck portion in the travel position, and the unlatched position permitting the displaceable deck portion to be displaced by the drive actuator to a position that is located away from the travel position.
 15. The transport vehicle of claim 14 wherein the elongate post has a notch in which part of the transport vehicle frame is receivable when located in the releasable latched position.
 16. The transport vehicle of claim 12 further comprising a vehicle frame underlying the deck and wherein the drive actuator comprises a fluid driven actuator located between the vehicle frame and the displaceable deck portion.
 17. The transport vehicle of claim 16 wherein the fluid driven actuator comprises a pneumatic actuator.
 18. The transport vehicle of claim 3 wherein the bed comprises a plurality of deck segments with one of the deck segments being located rearwardly of the other one of the deck segments, wherein the displaceable deck portion comprises a convexly curved section located adjacent a pivot connected to the rearwardly located deck segment, wherein the rearwardly located deck segment comprises a drive-up loading ramp, and wherein the convexly curved section is located adjacent the pivot and configured to prevent vehicle bottoming against the deck adjacent the pivot during loading when the displaceable deck portion is displaced in the loading position.
 19. The transport vehicle of claim 18 further comprising an elongate transport vehicle frame in operable communication with the deck, the deck displacement drive assembly, and the wheels, and wherein the deck displacement drive assembly comprises a transport vehicle frame-mounted deck elevating device that cooperates with the transport vehicle frame and the displaceable deck portion in enabling displacement.
 20. The transport vehicle of claim 19 wherein the deck displacement drive assembly further comprises a latch assembly constructed and arranged to releasably retain the displaceable deck portion in a predetermined position when latched.
 21. The transport vehicle of claim 20 wherein the latch assembly comprises a latch actuator in operable cooperation with a latch lever urging the latch lever when actuated toward an unlatched position enabling displacement of the displaceable deck portion.
 22. A vehicle or equipment transport vehicle comprising: (a) a plurality of spaced apart and generally coaxial wheels; (b) a bed comprised of an elongate deck having a plurality of deck segments with one of the deck segments being curved, located rearwardly of the other one of the deck segments, and connected to a pivot located between the plurality of deck segments enabling rotational displacement of the rearwardly located deck segment between (1) a travel position for equipment or vehicle transport where the rearwardly located deck segment is spaced a first distance from the wheels, and (2) a position disposed from the travel position where the rearwardly located deck segment is spaced a second distance from the wheels that is closer to the wheels than when located in the travel position; and (c) a deck displacement drive assembly in operable cooperation with the deck for rotating the rearwardly located deck segment toward one of the travel position and a position disposed from the travel position.
 23. The transport vehicle of claim 22 wherein the pivot is fixed preventing translational displacement of the rearwardly located deck segment away from the pivot.
 24. The transport vehicle of claim 22 wherein the rearwardly located deck segment comprises a vehicle or equipment loading ramp when displaced in a position disposed from the travel position that is a loading position with rearwardly located deck segment being curved adjacent the pivot along a longitudinally extending section of the rearwardly located deck segment preventing vehicle bottoming on the deck during loading of a vehicle on the transport vehicle.
 25. The transport vehicle of claim 22 wherein the deck displacement drive assembly comprises (i) a drive actuator underlying the deck that cooperates with the rearwardly located deck segment displacing the rearwardly located deck segment when actuated, and (ii) a latch arrangement that releasably retains the rearwardly located deck segment in the travel position when latched and that allows rotational displacement of the rearwardly located deck segment when unlatched.
 26. A vehicle or equipment transport vehicle comprising: (a) an elongate frame; (b) a plurality of wheels carrying the frame; (c) an elongate bed supported by the frame that is comprised of a deck connected by a pivot enabling deck displacement between a vehicle or equipment loading position and a position above the vehicle loading position; and (d) a deck displacement drive assembly comprised of (i) a deck elevating device underlying the deck and carried by the frame enabling deck displacement when actuated and (ii) a latch assembly in operable cooperation with the deck configured to releasably retain the deck in an elevated position higher than the vehicle loading position.
 27. The transport vehicle of claim 26 wherein the pivot has an axis of rotation about which deck displacement is enabled that is generally transverse to a lengthwise extent of the bed and wherein the pivot is grounded to the frame permitting rotational deck displacement while preventing translational deck displacement in a direction away from the axis of rotation of the pivot.
 28. The transport vehicle of claim 27 wherein the deck has a curved section extending along a lengthwise extent of the deck that has a radius of curvature extending downwardly toward a vehicle traveling surface upon which the wheels are supported.
 29. The transport vehicle of claim 26 wherein (i) the frame is comprised of a plurality of longitudinally extending, spaced apart and generally parallel frame rails underlying the deck with one of the frame rails extending along and adjacent one side of the deck and the other one of the frame rails being extending along and adjacent the other side of the deck, (ii) the deck displacement drive assembly further comprises a plurality of deck position latching post assemblies with one of the deck position latching post assemblies operably connected to the deck and frame adjacent one of the frame rails and the other one of the deck position latching post assemblies operably connected to the deck and frame adjacent the other one of the frame rails, and (iii) the deck elevating device comprises a fluid powered drive actuator that is located between the deck position latching post assemblies.
 30. The transport vehicle of claim 29 wherein each one of the deck position latching post assemblies comprises a locking post that is pivotally connected at or adjacent one end to the deck and that is configured to interfere with relative movement between the locking post and an adjacent part of the frame to releasably lock the deck in a travel position located above the vehicle loading position.
 31. The transport vehicle of claim 30 wherein each one of the deck position latching post assemblies further comprises a latch actuator that urges a corresponding one of the locking posts away from a relative movement interfering deck locking position permitting deck displacement to occur.
 32. A vehicle or equipment transport vehicle comprising: (a) an elongate frame; (b) a plurality of wheels carrying the frame; (c) an elongate bed supported by the frame that is comprised of a deck that includes a plurality of deck segments with one of the deck segments located rearwardly of the other one of the deck segments and being convexly curved and that is comprised of a rotary joint grounded to the frame that is operatively connected to the rearwardly located convexly curved deck segment enabling rotational deck displacement between a vehicle or equipment loading position and a travel position where the rearwardly located convexly curved deck segment is elevated above the vehicle loading position without translational deck displacement radially away from the rotary joint; and (d) a deck displacement drive assembly comprised of a pneumatic drive actuator underlying the rearwardly located convexly curved deck segment and carried by the frame enabling deck displacement toward one of the loading position and the travel position when actuated and a post assembly pivotally coupling the frame and the rearwardly located convexly curved deck segment.
 33. The transport vehicle of claim 32 wherein (i) the other one of the deck segments is fixed to the frame, (ii) the rotary joint comprises a transversely extending pivot between the other one of the deck segments and the rearwardly located convexly curved deck segment and the other one of the deck segments that is connected to the other one of the deck segments and the rearwardly located convexly curved deck segment, and (ii) the post assembly comprises a latch assembly in operable cooperation with the rearwardly located convexly curved deck segment that is configured to releasably retain the rearwardly located convexly curved deck segment in the travel position.
 34. The transport vehicle of claim 33 wherein the latch assembly comprises a locking post displaceable between a latched position releasably retaining the rearwardly located convexly curved deck segment in the travel position and an unlatched position permitting displacement of the rearwardly located convexly curved deck segment away from the travel position, and wherein the latch assembly comprises a biasing element that biases the locking post toward the latched position and a latch actuator that displaces the locking post away from the latched position when actuated.
 35. A vehicle or equipment transport vehicle comprising: (a) a vehicle frame; (b) a plurality of generally coaxial and spaced apart wheels carried by the frame that are rotatable on a vehicle supporting surface; (c) a bed supported by the frame that is comprised of (1) a deck that includes a plurality of deck segments with one of the deck segments located rearwardly of the other one of the deck segments that overlies the wheels, that is convexly curved, and (2) a generally transversely extending elongate hinge disposed between the plurality of deck segments and connected to the rearwardly located convexly curved deck segment enabling rotational deck displacement between (i) a vehicle or equipment travel position spaced a first distance relative to the wheels and (ii) a vehicle or equipment loading position spaced a second distance relative to the wheels where the rearwardly located convexly curved deck segment is located closer to the wheels than when disposed in the travel position; and (d) a deck displacement drive assembly comprised of (1) a drive actuator underlying the rearwardly located convexly curved deck segment and carried by the frame enabling deck displacement toward one of the loading position and the travel position when actuated, and (2) a latch assembly in operable cooperation with the rearwardly located convexly curved deck segment that is configured to releasably retain the rearwardly located convexly curved deck segment in the travel position, the latch assembly including (i) a pivotable locking post coupling the rearwardly located convexly curved deck segment and frame with the locking post being pivotable between a latched position releasably engaging the frame to releasably latch the rearwardly located convexly curved deck segment in the travel position, and (ii) a latch actuator urging the locking post away from the latched position when actuated disengaging the locking post from the frame permitting rotational displacement of the rearwardly located convexly curved deck segment, and (iii) a latch return biasing the latch lever toward the latched position. 